US806014A - Locomotive-engine lubricator. - Google Patents

Description

W. M. SMITH,

LOGOMOTIVE ENGINE LUBRICATOR.

APPLICATION FILED JAN. 23. 1905.

PATENTED NOV. 28, 1905.

a sums-sum 1 W. M. SMITH.

LOCOMOTIVE ENGINE LUBRIGATOR. APPLICATION FILED IAN. 23, 1905.

' 3 SHEETS-SHEET 2.

' PATENTED NOV. 28, 1905.

PATENTEDQ NOV. 28, 1905.

No; 806,014. I

JWV.M.SMITH.Y LOGOMOTIVE ENGINE LUBRIOATOR.

APPLIGATIOR FILED JAIL 23.1905.

3 SHEETS-SHEET 3.

' UNITED sTAT s A PATENT OFFICE- WALTER-MAcKERsIE SMITH, OF NEwcAsTLE-UPoN- YNE, ENGLAND.

' LOOOMOTlVE-ENGINE ,LUBRICATOR.

Specification of Letters Patent.

Patented Nov. 28, 1905.

Application filed January 23, 1905 SerialNo- 242,366.

To all whom it may concern:

vision has been made for the admission of air or steam or air and steam to the cylinders,

usually through the steam-chests.

for also admitting lubricant to the cylinders Now this inventionhas reference to means of locomotive-engines when they are running with steam shut 011, and according thereto a locomotive-engine is provided with a chamber-or vessel containing lubricant under a pressure above that in the engine-cylinders is working under steam the pressure of the steam will prevent the passage of lubricant from the containing-chamber to the cylinders and of steam to the lubrican t-containing chamof a valve adapted to admit air and steam to running the steam-chest when the engine is with steam shut oif.

In the accompanying drawings, Figure 1 is a plan; Fig. 2, a vertical section on the line A A, Fig. 1; and Fig. 3, an elevation of one construction of apparatus for admitting air, steam, and lubricant. Fig. 4=is a sectional view illustrating the application of the apparatus shown in Figs. 1, 2, and 3 to thesteam-chest of a locomotive. Fig. '5 illustrates a modified construction of lubricant-containing chamber, which may be placed in any convenient position and connected to the steam-space of an automatic air and steam valve of known kind.

Referring to Figs. 1, 2, and 3, ais a valve sliding in an opening in a casing b, the interior of'which communicates by a branch 0 with the steam-space 20 of the steam-chest 21 of the locomotive. (See Fig. 4.) The valve a, which closes on a seat d, is subjecton its outer side to the pressure of the atmosphere and on its inner side to the same'pressure that exists for the time being in the steam-chest. The stem 6 of the valve 0; slides in a guide e, which is in line with a steaminlet passage f, connected by a passage f to the steam-space of the boiler. g is a valve "closing ona seat at h and extending almost into contact with the end of the valve-stem e.

When the valve 9 is opened, steam passes through the passage f and nozzle c' into the branch 0. Connected with the nozzle 7; through passages l, 2, 3, and 4 is a lubricantcontaining chamber 5. v The passage 4 connects with the bottom of an upwardly-extending open-ended tube =6 within the chamber 5, 'into which lubricant is siphoned by a wick 6. The Wick, however,may bedispensed with and a hole made through the lower part of the wall of the tube-6, so as to form a communication between it and the'bottom of the chamber 5, the passage-way therethrough being regulated by aconical pointed set-screw that extends to the exterior of the chamber 5;

The'chamber 5 is closedby a cap 7, through which is an opening 8 to allow atmospheric pressure to act upon the lubricant. 9 is a non-return valve which closes on a seat 10 at the end of the passage 3. 1'1 and 12 are screwcaps for enabling the valves. g and 9 to be got at.

When the pressure in the steam-chest becomes less than the atmospheric pressure, owing to the regulator being shut while the engine is running, the'air-valve a will open, admitting air, and will force from its seat the steam-valve g, which will allow steam from the boiler to pass through the passages f and f into the nozzle 7.. At the same time the lubricant contained in thetube 6 within the chamber 5 will be forced by the pressure of the atmosphere, to which itis exposed,th rough the passages 4: and 3 past the valve 9, which willbe'lifted from its seat, and thence through the passages 2 and 1 into the nozzle c',i.where it will mix with the steam. The lubricant when mixed with the air and steam is converted into spray of increased volume, which is deposited on an increased area of the working surfaces of the engine-cylinders. When steam is admitted to the steam-chest by the opening of the regulator, the valve 9 prevents steam passing into the chamber 5' and is kept shut by the steam in'the steamrchest.

'Referring to Fig. 5,.thecch-amber 5, c on v taining the lubricant, may be placed in any convenient position and connected by a pipe 13 and suitable couplings to an automatic air and steam admission valve such as is shown in Figs. 1, 2, and 3. At the bottom of the chamber 5 is another chamber 14, a connection between the chambers 5 and 14 being formed by the openings 15 and 16, the feed through which is regulated by a conical-pointed set-screw 17 In the stem 18 of the chamber 5 are formed the passages 2, 3, and'4, which connect the chambers 5 and 14 with the pipe 13, and consequently with the steam nozzle or space of the air or steam valve. (Not shown.) The pipe 6 insures the lubricant in the chamber 15 being subject to atmospheric pressure, and when the engine continues to run after the steam-regulator has been closed the lubricant that has passed the set-screw 17 into the chamber'14 is forced by the pressure of the atmosphere through the passages 52 and 3, is caused to lift the valve 9 from its seat, and after passing the valve 9 flows through the passage 4 and pipe 13 to the air and steam valve, where it mixes with the steam and air and afterward passes in the form of spray in the direction of the surfaces that require to be lubricated.

The chamber 14 is of such a capacity as to contain a definite quantity of lubricant sufiicient to efli'ciently lubricate the working surfaces. By means of the chamber 14 a supply of lubricant is stored, and when steam is shut off by the regulator the lubricant passes quickly and at the right time through the air and steam valve to the working surfaces. The speed of the feed of the lubricant is regulated by the lift of the valve 9. When the supply contained in the chamber 14 is exhausted, the speed of the feed is reduced in accordance with regulated position of the conicalpointed set-screw 17 in relation to the opening 15.

The illustrated arrangements above described are examples of how this invention may be carried out, and in this connection it is to be noted that air without steam may be admitted to the steam-chest in conjunction with the lubricant, though it is preferred to admit air, steam, and lubricant, because the moisture in the steam increases the efficiency of the lubricant. Moreover, lubrieators of other forms than those illustrated may be used.

What I claim is 1. In a locomotive-engine, the combination with a working cylinder, of a chamber adapted to contain lubricant under a pressure above that in the working cylinder when the locomotive is running with steam shut off, there being a communication between said cylinder and chamber, means adapted to permit the admission of steam to the cylinder when the pressure therein is below atmospheric pressure and means so arranged that the placing of the locomotive under steam will prevent lubricant passing to the cylinder and cut off said chamber from all communication with the steam-supply, as set forth.

2. In a locomotive-engine, the combination with a working cylinder, of a chamber adapted to contain lubricant under a pressure above that in the working cylinder when the locomotive is running with steam shut off, there being a communication between said cylinder and chamber, means adapted to permit the admission of steam to the cylinder when the pressure therein is below atmospheric pressure and in said communication a non-return valve adapted when the locomotive is placed under steam to cut off said chamber from all communication with the steam-supply, as set forth.

3. In a locomotive-engine, the combination with a working cylinder, of a chamber adapted to contain lubricant under a pressure above that in the working cylinder when the locomotiveis running with steam shut off, a communication between said cylinder and chamber, a valve adapted to admit air to the cylinder when the pressure therein is below atmospheric pressure, and means so arranged that the placing of the locomotive under steam will prevent lubricant passing to the cylinder and steam to the chamber, as set forth.

4. In a locomotive-engine, the combination witha working cylinder, of achambcr adapted to contain lubricant under a pressure above that in the working cylinder when the locomotive is running with steam shut ofl, there being a communication between said cylinder and chamber, a valve adapted to admit air and a valve adapted to admit steam to the cylin- I and steam to the chamber, as set forth.

5. In a locomotive-engine, the combination with a working cylinder, of a chamber adapted to'contain lubricant under a pressure above that in the working cylinder when the locomotive is running with steam shut off, there being a communication between said cylinder and chamber, a non-return valve in said communication, a separate communication between the atmosphere and said cylinder, and a valve adapted to admit air through said separate communication to the cylinder when the pressure therein is below atmospheric pressure, as set forth.

6. In a locomotive-engine, the combination with a working cylinder, of a chamber adapted to contain lubricant under a pressure above that in the working cylinder when the locomotive is running with steam shut off, there being a communication between said cylinder and chamber, a valve adapted to admit air and a valve adapted to admit steam to the cylinlIO der when the pressure therein is below atmospheric pressure, and a non-return valve-in said ed to contain lubricant under a pressure above that in the cylinder when the locomotive is running with steam shut off, a casing under the same pressure, means adapted to permit the transference of'lubricant from the said chamber to said casing, there being a communication between said casing and the working cylinder, means adapted to permit the admission of steam to the cylinder when. the pressure therein is below atmospheric pressure, and in said communication a non-return valve adapted when the locomotive is placed under steam to cut off said chamber from all communication with the steam-supply, as set forth.

8. In a locomotive-engine, the combination with a working cylinder, of a chamber adapted to contain lubricant under a pressure above that in the cylinderiwhen the locomotive is running with steam shut off,"a casing under the same pressure, means adapted to permit the transference of lubricant from the said chamber to said casing, there being a communication between said casing and the working cylinder, a valve adapted to admit air to the cylinder when the pressure therein is below atmospheric pressure, and a non-return valve in said communication, as setforth.

9. In a locomotive-engine, the combination with a working cylinder, of a chamber adapted to contain lubricant undera pressure above that in the cylinder when the locomotive is running with steamshut off, 'a casing under the same pressure, means adapted to permit the transference of lubricant from the said chamber to said casing, there being a communication between said casing and the working cylinder, a valve adapted to admit air and a valve adapted to admit steam to the cylinder when the pressure therein isbelow atmospheric pressure, and a non-return valve in said communication, as set forth.

10. Means'for supplying lubricant to the cylinders of locomotive-engines when running with steam shut off comprising a casing adapted to be placed in communication with the working cylinders, an air inlet thereto, an

' air-valve controlling said inlet, a steam-inlet thereto, a steam-valve controlling said inlet, and adapted to be opened by the opening of the airvalve,'a lubricant-containing chamber in 7 communication withthe atmosphere, there being a communication between said chamber and the interior of said casing and a nonreturn valve adapted to prevent lubricant passing to the cylinder or steam to the chamber when the locomotive is placed under steam, as set forth.

11. Means for supplying lubricant to the cylinders of locomotive-engines when running with steam shut off comprising a casing adapted to be placed in communication with the steam-chest of an engine, there being an airinlet thereto and a steam-inlet, an air-valve.

controllingsaid air-inlet, a steam valve controlling said steam-inlet and adapted to be opened by the opening of the air-valve, av

nozzle within the casing and terminating the steam-inlet, a lubricant-containing chamber in communication with the atmosphere, a communication between said chamber and the said nozzle, and a non-return valve adapted to prevent lubricant passing to the cylinder or steam to the chamber when the locomotive is placed under steam as set forth.

Signed at Grateshead, in the county of Durham, this 3d day of January, 1905.

WALTER MAOKERSIE SMITH. Witnesses: v

Gr. HEPPELL, R. J. RoBsoN.

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